Carburetor



G. w. Dom mc;

May 4,1926. I 1,583,584

CARBURETOR Original Filed Dec. 1o.-1918 '2 heets-Sheet 1 May 4 ,1926.1,583,584

G. w. DONNING CARBURETOR Original Filed Dec 1c. 1918 2 sheets-Sheet 2Jiwenior':

Patented May 4, 1926.

PATENT OFFICE.

GEORGE W. DONNING, OF BRIDGEPORT, CONNECTICUT.

CARIBURETOR.

Application filed December 10, 1918, Serial No. 266,089. RenewedSeptember 25, 1925.

To all whom it may concern:

Be it known that I, Gnonon a citizen of the United States of America.residing at Bridgeport, in the county of Fail-field and State ofConnecticut, have invented certain new and useful Improvements inCarburetors, of which the following is a specification, reference beinghad therein to the accompanying drawing.

This invention primarily relates to carburetors and more particularly toa type thereof which contemplates the heating of its adjunctiveintakemanifold or inlet and, also, of the carburetor itselfpreliminarily and, then, a further heating of the carburetor inaccordance with requirements as such requirements may automatically beindicated by thermal-conditions in the motor to which it is attached.

'It is a generally recognized fact that, for some time past, the fuelfor internal combustion-motors has been of a low grade and of lowspecific gravity and high-flash point. and that, moreover, the morevolatile fuels are now and will more and more in the future be conservedfor aeroplanes. submarines, and the like. while automobile. launch,tractor and stationary motors will consume the less volatile. low-gradetypes of. gasoline, kerosene, alcohol. etc.

To obtain satisfactory and eflicient results from the start, allcarlmreting-deviccs should be heated initially (that is. primarily) inorder to vaporize and gasify the lowgrade fuel and thereby. facilitatethe starting of the motor; and. then. before the initial heating becomesdissipated, it is necessary to secure heat, as from the running motor,to continue the vaporizing and gasifying of the fuel.

I am aware that, it has heretofore been proposed to direct the heatedgases of the motor-exhaust against the walls of the intake-n'ianifoldwhen the motor is to be started and especially when the latter is socold as to be difficult if not impossible to start: In such a structure,theexhaust-gases,

are usually shunted through a suitable conduit to the housing whichencompasses a portion of the manifold. A manually-micratcd valvecontrols the flow of the gases, but, in this instance, the operation ofthe valve is dependent upon no definite conditions except as the drivermay be able to guess at them. At best, this makes for uncertainty V.DoNN INc.

and also more or less unsatisfactory results. Nevertheless, thisstructure has been widely and extensively exploited and has met withgreat commercial success.

int it is a primary object of my invcntion to eliminate this feature ofuncertainty and to provide for autou'iatically controlling the flow ofthe heated exhaust gases so that their application to the manifold andwalls of the carburetor is in direct correspondence with the thermalconditions thereof and these conditions then are maintained with atendency toward precise variability to accord with variations'in theattached motor until such times as the motor is supplied with a properlyvaporized gaseous mixture.

It is also an object within the contemplation of the invention toprovide additional automatic means for heating the air intro duced tothe carburetor, such heating being also effected by the exhaust-gases,there being thermostaticallypperated means for automatically controllingthe flow of the same in precise accordance with thermal conditionsprevailing in the carburetor. I. therefore, employ means for etfectingthe heating and which I may term a primary heating device. and it isprimary in the sense that it follows the initial heating alreadyreferred to. This primary heatingdcvice is constructed in a manner tofurnish ample heat in the coldest weather as well as during the longhot-weather period; and. while it will supply a maximum amount of heatat all times and, generally,greatly in excess of that required;provision is made for the control (preferably automatically) of theheating device.

Another object ofthe invention-is to make this structure a permanentpart of the equipment rather than as a mere attachment, because-it isuseful in any season of the year and whenever the motor-teniperature isbelow ideal temperatare-working conditions, as (for example) for thefirst cranking of the day or while moving against a coolbreeze, atnight, and in the winter-time.

The invention has other objects in view and these and the resultingadvantages thereof as well as the advantages arising from the otherfeatures, already adverted to, will be apparent from the followingdescription.

With these several objects in view, the invention resides in the novelstructure and in .rounded by a water-jacket 8.

the novel aggroupment of its components, all as hereinafter set forth.

In order that the invention may be readily comprehended, drawings are.hereto appended, these showing (by way of illustration) '2. preferredembodiment of my invention; it eing manifest therefrom that theinvention is susceptible of a wide range, of modification and variationwithout departing from its spirit or sacrificing any of its salientfeatures and underlying principles.

In these drawings:

Figure l is a fragmentary view in sectional elevation of acombinedmotor, inanifold, carburetor and my improvement incorporated in thecombination; a

' Figure 2 is a fragmentary view in vertical transverse section. on theline 22, Fig. 1; and

Figure 3 is a detached view, in vertical section of a thermostat forminga component of the improvement.

Referring to these drawings, the reference numeral 1 designates a motorhaving firing-chambers, 2 and 3, and an exhaust 4. Communicating withthe firing-chambers is an intake-manifold or intake-orifice 6, of anyrequired type, and this is, as usual, operatively associated with acarburetor 7. The details of the carburetor here shown do not constitutea part of the present invention,

and, since they are embodied in my co-pend-' ing application's, SerialNos. 138,898 and 244,452 filed, respectively, Nov. 28, 191.6, and July11. 1918, I do not now describe them specifically.

The firing-chambers of the motor are sur- Extending through the wallsand within the effective zone of this water-jacket and of thefiringchambers is a thermostat 9, this being housed within athermostat-housing 10. The thermostat may be of any type best suited forthe purpose and adapted to act under the influence of the thermalconditions of the cooling-fluid circulating through the jacket and whichfluid is, itself, influenced by the heat generated in thefiring-chambers. Its function is, when actuated by said thermal changes,to operate certain-mechanism presently to be described.

Encompassing a portion of the intakeoritice or manifold and formed as anin-- tegral part thereof or made attachable theretois a gas-receivingjacket or housing 11 which is connected as by .a conduit 12, to theexhaust. This conduit is a means for coni 'eying heated gases from theexhaust into the jacket 11. ing such gases into the jacket is to directa heating medium against the walls ,of the manifold in order to heat thesame and thereby maintain the gaseous-mixture in prnper condition whilepassing from the caruretor into the firing-chambers. It is, of

The purpose of so introduccourse, desirable to control theflow of thesegases so that only a. predetermined but variable degree of heat may bedeveloped within the jacket: To that end, I provide avalve 13 in theconduit and, in this instance, I provide for automatic operationthereof, as by the thermostat 9. That is to say, the valve is fast on ashaft 14 which is journaled in the walls of the conduit. Upon one end ofthis shaft extending outside of the conduit, is a crank-member'l5; andto this is pivotally connected one end ofan actuating-rod 16,. theoppositeend thereof being pivoted to a crank-member 17 which is fast ona shaft 18 journaled in the walls of the thermostat-casing 10. Mountedon this shaft 18 is a bifurcated member 19 which embraces a pin 20outstanding from a stem 21 secured to the thermostat-element 9. It willnow be manifested that, when this thermostat expands, it will (throughthe stem 21, crank-members 17 and 15, and interconnecting rod 16)transmit movement to the valve 13 and operate it. Normally, the valvewould be open topermit the flow of the gases from the exhaust into thejacket 11, to heat it and, thus, the mixture passing through themanifold into the motor; but, as soon as the motor reaches a certain,predetermined temperature it is, advisable to cut oil or partly out offthe heating-medium in order that it may not pass into the jacket. Thisis accomplished automatically. by the thermostat and at just the propermoment, as when thermal conditions in the firingchamber may require thatthe temperature of the mixture entering therein shall be raised orlowered. 1

The foregoing structure is what I may call a primary heater and is ofcourse, that which is effective under conditions where the motor isoperating and is'deve'loping a heating-medium-in the form ofexhaustgases-that may be utilized to heat the manifold. But it isequally essential to provide for an initial or preliminary heating ofthis manifold, as when the motor is cold and is to be started. To thisend, I have arranged for the introduction of a heatingfiuid into themanifold jacket 11; and, to

this end, have provided it with a fillingnozzle 22protected by a cap23by which hot-water or the like may be supplied to the jacket to heatit. Subsequently, when the motor has been started and is running, itwill provide its own heating-medium for the jacket, as alreadyexplained.

Not only is it important thus to 'heat'the intake manifold, firstinitially and, then, automatically for the continued running of thenmtor; but it is a feature of my invention to provide forheating thecarburetor also, both initially and automatically. With that aim inview, I provide the jacket 11 with a dischargempening 11, with whichconnects a pipe 24 that leads into a acket 25 which encompasses thecarburetor. The contents of the jacket where it heats the carburetor toinsure proper temperature of the air which is therein mixed'with thefuel. This I may call a preheater. The valve '13 operates automaticallyto control the passage of the heating-medium and, thus, byreason of theaction of the thermostatcontrols the" temperature of the gaseous-mixturewhich asses through the manifold into the motor. ien the fuel and airare first brought togather, in the carburetor, vaporization thereonlythe manifold .otherwise. That is to, say, I

of causes more or less refrigeration; hence, to develop the requisiteheat for completing gasification, the mixture, as it asses through themanifold, must' be,'and y the instrumentalities here rovided is,superheated, 'so to speak, whilet eLmotor'may-be cool or below idealworking conditions. It is to be understood, of'course', that the heatingof the carburetor ma be dis ensed with and tor may be heated biy; theintroduction of t e carburetor and its temperature controlledautomatically -or rovi-de' the carburetor with an air-intake 27 ormedwith ports 28 and 29. The ort 28 opens to the.

atmos here-and is re erably protected by a mes 29; while i: e port 28.;.condu'it 30 which extends to a heating-box 31 that encompassesaportion of -the ex haust 4. The ports 28 and 29 are controlled byavalve-membe'r 32, hinged at .33 and operated by a crank 34, which isivotally connected to an actuating-rod 35 t at may P extend to thecar-dash for manualoperation, or'be pivotally connected by anactuatingrod a, to the shaft 18 of the thermostat 9 and be 0 eratedthereby; and, hence, the

valve wo d then be. automatically operated and in" accordance withthermal conditions existing in the 'motor 1; all as more fully"described in my application, filed herewith,

Serial No. 266,088. The connection between i the actuating-rod a and theshaft 18 involves alc'rank-member b which carries an outstanding stud 0adapted to be engaged by an extension 17*,formed on the cran -member 17.A spring'd maintains the. crank-members 17 and bnormally'in engagement.Movement of the thermostat will tend to close the valve 13 and open theport 27 while the valve-* member 32 willbe raised by the movement of therod 'a Should it be desirable, howheate or the carbine nate explosionsin the cylin ers.

waste of fuel, the production of 1 eads into a mentioned ever, to closethe valve-member 32 without the thermostat, a pull on the dashdisturbing rod 35 w1ll close the valve member '32 and, at the sametime,draw down on .the connecting rod (1 and, thus,disengage the stud 0 fromthe extension 17 on the crank-member 17. The moment that the dash rod 35is released, the spring d will re-engage the extension l'i' and the stud0 tothe position predetermined by the action of the thermostat. 1

It will be perceived from the foregoing that it is an important ob'ectof my senseconcept to furnish the carliureting-device 7 or the manifold6, or both, with an excess amount of heat while the motor is cold, orwhile warming up, and then gradually lower the temperature within thecarbureti'ng-device, motor inlet-orifice, etc., while the motor-.temperature is rising from warm to hot. There are tlmes when the'firing-chambers not only vaporizes but. actually gasifies the fuel, andthis" increases the efficiency of the motor (although it may be cool),and in-' sures continuous instead of m ged or alter- Besides avoidin'carbon is practically nil. I

Another equally important object, and one which means much-to themotor-operator is the fact that by the use. of the aforeheater,.- and y,locating the thermostat in proximity to the firing-chamber, 1'. am en-.abled to manufacture a carburetor devoid of adjustments. With apredetermined temerature secured, I am able to calculate the:fuel-to-air proportions so closely that all the usual adjustments areeliminated, and the parts are permanently established.

In the event that the carbureting-devicc 7 is to be used with more thanone grade of fuel, such as gasoline and kerosene, or gasoline andalcohol, mechanism similar to that employed in my Patents Nos.1,233,763, 1,242,926, 1,258,881 and 1,269,689,. may be utilized toretard the action of the device and the mixture passing therethroughinto the motor by reason of additionalheat being produced where fuelless volatile than gasoline is utilized;

What I claim is:' a '1. In combination with a motor having afiring-chamber, a carbureter, and intake and exhaust manifolds; aheating jacket associated with theintake-manifolcl; a conduit ire-heaterand the primary v regulating the passage of heating medium from theexhaust-manifold tothe jacket; 'means directly influenced by thetemperature of the firing-chamber for automatically actuating the valve.said means including, a jacket on the firing-chamber; a thermostatdisposed adjacent the firing-chamber and partially within the jacket ata point directly influenced by the temperature of the,

firing-chamber; and 'an operating connection mechanism between thethermostat and exhaust manifolds;

valve,-said connection including a lost-motion, mechanism which permitsmanual operation of the valve independently of the thermostat.

2. In combination With a motor having a firing-chamber, a carburetor,and intake and exhaust manifolds; a. heating jacket associated with theintake-manifold; a conduit connecting the exhaust-manifold and theintake-manifold heating jacket; a valve for regulating the passage ofheating medium fr m the exhaust-manifold to the jacket; means directlyinfluenced by the temperature of the firing-chamber for automaticallyactuating the valve; an air heating device associated with the conduitand carburetor; and-.a valve operable to control the introduction of hotand cold air to the carburetor.

3. In combination with a motor having a firing-chamber, a carburetor,and intake and a heating jacket assoconnectingthe exhaust-manifold andthe intake-manifold heating jacket; a valve for avalve operable tocontrol the introduction regulating the passage of heatin medium fromthe exhaust-manifold to the jacket; means directly influenced by thetemperature of the firingchamber for automatically actuating the valve;an air heating device associated with the conduit and carburetor; avalve operable to control the introduction 7 of hot and cold'air to thecarburetor; and

means for automatically actuating the valve which controls the airinlets, said means including mechanism connecting the thermostat andvalve;

4, In combination with a motor having a firing-chamber, a, carburetor,and intake and exhaust manifolds; a heating jacket associated with theintake-manifold; a conduit connecting the exhaust-manifold and theintake-manifold heating jacket; a valve for regulating the passage ofheating medium from the exhaust-manifold to the jacket;

means directly influenced by the .tempera- 'ng -'n ependently of theture of the firmg-chamber for automatically actuating the valve;an airheating device associated with the conduit and carburetor;

of hot and cold air to the carburetor; means for automatically actuatinthe valve which controls the air inlets, sai means including ciated withthe intake-manifold; a conduit connecting the exhaust-manifold and theintake-manifold heating jacket; a valve for regulating the passage ofheating medium from the exhaust-manifold to the jacket; means directlyinfluenced by the temperature of the firing-chamber for automaticallyactuating the valve; an air heatin device associated with the conduitand car ureter; a valve operable to control the introduction of hot andcold air to the carburetor; means for automatically actuating the valvewhich controls the air inlets, said means including mechanism connectingthe thermostat and valve; and means associated with the air inlet valvefor manually actuating the valve, said means including a lost-motionmechanism which permits manual actuation vof the valve independently ofthe actuation by the thermostat.

6. In combination with a motor having a firing-chamber, a carburetor,and intake and exhaust manifolds; a heating jacket associated with theintake-manifold; a conduit connecting the exhaust-manifold and theintake-manifold heating jacket, a valve for regulating the passage ofheating medium from the exhaust-manifold to the jacket; means directlyinfluenced by the temperature of the firing-chamber for automaticallyactuating the valve; a jacket on the carburetor; and a conduitcommunicating With the carburetor jacket and intake-manifold- 7. Incombination witha motor having a I firing chamber, a carburetor, andintake and exhaust manifolds; a heating vjacket asso ciated with theintake-manifold; a conduit connecting the exhaust-manifold and theintake-manifold heating jacket; a valve forregulating the passage ofheating medium from the exhaust-manifold to the jacket;

means directly influenced by the temperature of the firing-chamber forautomatically actuating the valve; a jacket on the carburetor; a conduitcommunicating with the carburetor jacket and exhaust-maniflold-jacketfor leading heating medium to the carbu-, retor-j'acket; and afilling'member associated with the carburetor-jacket whereby a heat- 1medium may be introduced to the jacket 1 exhaust-manifold heating.

8.. In combination with a motor having a firing-chamber, a carburetor,and intake and exhaust manifolds; a heating jacket associated with theintake-manifold; a conduit connecting the exhaust-maniflold and theintake-manifold heating jacket; a valve for regulating the'passage ofheating'medium from the exhaust-manifold to the jacket; meansdirectlyinfluenced by the temperature of the firing-chamber forautomatically actuating, the valve; an air heating device associatedwith the conduit and carburetor; and a single valve associated with'thehot and cold air inlets and operable to regulate the flow of eachtherethrough.

9. In combination with a motor having a firing-chamber, a carburetor,and intake and exhaust manifolds; a heating jacket associated with theintake-manifold; a conduit connectin the exhaust-manifold-and theintake-manifold heating jacket; a valve for regulating the passage ofheating medium from the exhaust-manifoldto the jacket; means directlyinfluenced by the temperature of the firing-chamber for automaticallyactuating the valve; an air heating device associated with the conduitand carbu- I retor; a single valve associated with the hot and cold airinlets and operable to regulate the flow of each therethrough; andmechanism connecting the thermostat and air inlet valve whereby theamount of hot or cold air introduced to the carburetor will be variedinversely in proportion to the changes in temperature of thefiring-chamber.

10. A structure of the kind described ineluding a carburetor, anintake-orifice in operative communication therewith, an exhaustoperatively associated with the intake-orifice, a valve-device forcontrolling the flow of heated gases from the exhaust into heatingrelation with respect to the orifice, a thermostat operatively connectedwith the valve-device, a connection between the valvedevice and thethermostat, an air-intake communicating with the carburetor, andmanually operated means for controlling the passage of air through theair-intake for regulating the air flowing therethrough while thethermostat momentarily holds the.valvede vice in an adjusted position.

11. As a new article of manufacture for internal combustion-motors, acarburetor provided with inlet and outlet orifices, heating meansassociated with the orifices, valvernechanisms disposed as specified forcontrolling the temperature of fluids passing through the inlet andoutlet orifices, means influenced by the temperature of the contents ofthe motor for operating the valvemechanisms, and manually-operativemeans for effecting movement of one of the valvemechanisms independentlyof the other.

12. In combination with a motor having a firing-chamber, a carburetor,and intake and exhaust manifolds; an instrumentality associated with theintake-manifold for heating the mixture passing through theintake-manifold at 'a point between the carburetor and firing-chamber;mechanism associated with the carburetor for introducing hot and coldair'to the carburetor; an automatic instrumentality for regulating thetemperature of the mixture at a point between the carburetor and intake;and means at the firing-chamber and directly influenced by thetemperature of the firing-"chamber for varying the temperature'of theair entering the carburetor inversely in proportion to the gariations intemperature of the firing-cham- 13. In combination with a motor having afiring-chamber, a carburetor, an exhaustmanifold, an intake-manifoldassociated therewith and receiving heat therefrom. means for varying the.degrees of heat 0 said intake, mechanism in communication with thecarburetor for supplying hot and cold air thereto, means for varying thetemperature of the air, and anautomatic instrumentality for regulatingthe said intake heating and air-regulating means.

14. In combination with a motor havlng a firing-chamber a carburetor,and intake and exhaust manifolds associated therewith;

a heating jacket associated with the intake manifold; a'conduitconnecting the exhaustmanifold and intake-manifold heating jacket; avalve for regulating the passage of heating medium from theexhaust-manifold to the jacket; mechanism associated with the carburetorfor introducing hot and cold air thereto; and means, including athermostat at the firing-chamber and directly influenced by thetemperature of the firing-chamber, for varying the temperature of themixture entering the intake-manifold inversely in proportion tovariations in temperature of the firing chamber.

In testimony whereof I atlix my signature.

GEORGE W. DONNINT

